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WO2013005594A1 - Dispositif pour commander un véhicule hybride - Google Patents

Dispositif pour commander un véhicule hybride Download PDF

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Publication number
WO2013005594A1
WO2013005594A1 PCT/JP2012/066106 JP2012066106W WO2013005594A1 WO 2013005594 A1 WO2013005594 A1 WO 2013005594A1 JP 2012066106 W JP2012066106 W JP 2012066106W WO 2013005594 A1 WO2013005594 A1 WO 2013005594A1
Authority
WO
WIPO (PCT)
Prior art keywords
control
engagement
hybrid vehicle
motor
brake
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2012/066106
Other languages
English (en)
Japanese (ja)
Inventor
弘道 明保能
弘毅 松井
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
JATCO Ltd
Original Assignee
Nissan Motor Co Ltd
JATCO Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd, JATCO Ltd filed Critical Nissan Motor Co Ltd
Priority to US14/130,161 priority Critical patent/US8983703B2/en
Priority to CN201280032024.4A priority patent/CN103648872B/zh
Priority to KR1020147001545A priority patent/KR101496105B1/ko
Priority to JP2013522833A priority patent/JP5698358B2/ja
Priority to MX2013015139A priority patent/MX2013015139A/es
Priority to EP12807277.4A priority patent/EP2727786B1/fr
Priority to RU2014103435/11A priority patent/RU2555382C1/ru
Publication of WO2013005594A1 publication Critical patent/WO2013005594A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
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    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors

Definitions

  • the second clutch engagement start determination is performed with the N ⁇ D selection operation as the determination start timing. For this reason, when the N ⁇ D select operation is performed while the engine idling speed is decreasing from the high idle speed of the high speed to the normal idle speed, immediately after the N ⁇ D select operation is performed. There was a problem that the second clutch may erroneously determine that the engagement has started.
  • the load on the motor / generator is increased so as to promote a decrease in the engine speed. descend.
  • the motor rotation speed control is switched to the control that maintains a constant target rotation speed in accordance with the N ⁇ D selection operation, the load of the reduced motor / generator increases at a stretch. It is erroneously determined that the load increase is due to the start of engagement of the second clutch.
  • the present invention has been made paying attention to the above problem, and can prevent erroneous determination of the engagement start of the friction engagement element when the drive source is rotationally fluctuated due to a disturbance factor other than the engagement start of the friction engagement element.
  • An object of the present invention is to provide a vehicle control device.
  • the control apparatus for a hybrid vehicle of the present invention is a means including a drive source, a friction engagement element, an input rotation speed maintenance control means, and an engagement start determination means.
  • the drive source includes an engine and a motor.
  • the frictional engagement element is provided in a drive force transmission path from the drive source to the drive wheels, and is engaged when a travel range is selected.
  • the input rotation speed maintenance control means performs control to maintain the input rotation speed by setting the input rotation speed of the friction engagement element at the start of the engagement control as a target rotation speed by the rotation speed control of the motor.
  • the engagement start determination unit is configured to perform the engagement of the friction engagement element when a parameter that changes as the drive source changes in rotation becomes a predetermined threshold value or more. It is determined that it has started. Then, the engagement start determination means waits from the start of the engagement control of the friction engagement element until the rotation variation of the drive source due to a disturbance factor other than the engagement start of the friction engagement element can be determined to start determination. To do.
  • FIG. 1 is an overall system diagram illustrating an FR hybrid vehicle to which a control device according to a first embodiment is applied. It is a figure which shows an example of the shift map of automatic transmission AT set to AT controller 7 of Example 1. FIG. It is a figure which shows an example of the EV-HEV selection map set to the mode selection part of the integrated controller 10 of Example 1. FIG. It is a skeleton diagram showing an example of an automatic transmission AT mounted on an FR hybrid vehicle to which the control device of the first embodiment is applied. It is a fastening operation
  • FIG. 7 is an input rotation speed change rate threshold map showing a relational characteristic of an input rotation speed change rate threshold with respect to the input rotation speed used in the engagement start determination process of the second brake B2 of FIG. 7 is a motor torque change threshold map showing a relationship characteristic of a motor torque change threshold with respect to the input rotation speed used in the engagement start determination process of the second brake B2 of FIG. 6. It is a figure which shows an example of the experimental data of the input rotation speed change rate with respect to the input rotation speed showing the setting possible area
  • 9 is a flowchart showing a flow of setting processing for a backlash determination calculation prohibition time (minimum backlash completion time) according to the second embodiment. Explanatory drawing which shows an example of the setting table of the said backlash filling minimum time.
  • the configuration of the control system of the 1-motor, 2-clutch type FR hybrid vehicle (an example of a hybrid vehicle) of the first embodiment is changed to “overall system configuration”, “automatic transmission configuration”, and “engagement start determination processing configuration”. Separately described.
  • FIG. 1 shows an FR hybrid vehicle to which the control device of the first embodiment is applied.
  • FIG. 2 shows an example of a shift map of the automatic transmission AT set in the AT controller 7 of the first embodiment.
  • FIG. 3 illustrates an example of an EV-HEV selection map set in the mode selection unit of the integrated controller 10 according to the first embodiment.
  • the overall system configuration will be described below with reference to FIGS.
  • the drive system of the FR hybrid vehicle includes an engine Eng, a flywheel FW, a first clutch CL1, a motor / generator MG (motor), a second clutch CL2, and an automatic transmission AT. , Transmission input shaft IN, main oil pump MO / P, sub oil pump SO / P, propeller shaft PS, differential DF, left drive shaft DSL, right drive shaft DSR, left rear wheel RL ( Drive wheel) and a right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.
  • the engine Eng is a gasoline engine or a diesel engine, and engine start control, engine stop control, throttle valve opening control, fuel cut control, and the like are performed based on an engine control command from the engine controller 1.
  • the engine output shaft is provided with a flywheel FW.
  • the first clutch CL1 is a clutch interposed between the engine Eng and the motor / generator MG, and is generated by the first clutch hydraulic unit 6 based on a first clutch control command from the first clutch controller 5. Complete engagement, slip engagement, and complete release are controlled by the first clutch control hydraulic pressure.
  • the motor / generator MG is a synchronous motor / generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and a three-phase AC generated by an inverter 3 based on a control command from the motor controller 2. It is controlled by applying.
  • the motor / generator MG can operate as an electric motor that rotates by receiving electric power supplied from the battery 4 (powering). When the rotor receives rotational energy from the engine Eng or driving wheels, the stator coil
  • the battery 4 can also be charged (regeneration) by functioning as a generator that generates electromotive force at both ends of the battery. Note that the rotor of the motor / generator MG is connected to the transmission input shaft IN of the automatic transmission AT.
  • the second clutch CL2 is a start engagement element that is interposed between the motor / generator MG and the left and right rear wheels RL, RR and that is engaged during a selection operation from the N range to the D range (or R range).
  • the second clutch CL2 is controlled to be completely engaged / slip engaged / completely released by the control hydraulic pressure generated by the second clutch hydraulic unit 8 based on the second clutch control command from the AT controller 7.
  • a normally open wet multi-plate clutch or a wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used.
  • the first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are incorporated in a hydraulic control valve unit CVU attached to the automatic transmission AT.
  • the automatic transmission AT is a transmission that incorporates a second clutch CL2, which is an engaging element, and automatically switches the stepped gears according to the vehicle speed and the accelerator opening.
  • a sub oil pump S-O / P driven by an electric motor is provided in the motor housing or the like to suppress a decrease in hydraulic pressure when the discharge pressure from the main oil pump M-O / P is insufficient when the vehicle is stopped.
  • the drive control of the sub oil pump S-O / P is performed by an AT controller 7 described later.
  • a propeller shaft PS is connected to the transmission output shaft of the automatic transmission AT.
  • the propeller shaft PS is coupled to the left and right rear wheels RL and RR via a differential DF, a left drive shaft DSL, and a right drive shaft DSR.
  • This hybrid vehicle has an electric vehicle mode (hereinafter referred to as “EV mode”), a hybrid vehicle mode (hereinafter referred to as “HEV mode”), and a drive torque control mode (hereinafter referred to as “EV mode”) as driving modes depending on driving modes. And “WSC mode”).
  • EV mode electric vehicle mode
  • HEV mode hybrid vehicle mode
  • EV mode drive torque control mode
  • WSC mode drive torque control mode
  • the “EV mode” is a mode in which the first clutch CL1 is disengaged and the vehicle travels only by the driving force of the motor / generator MG, and has a motor travel mode and a regenerative travel mode. This “EV mode” is selected, for example, when the required driving force is low and the battery SOC is secured.
  • the "HEV mode” is a mode for traveling with the first clutch CL1 engaged, and has a motor assist traveling mode, a power generation traveling mode, and an engine traveling mode, and travels in any mode. This “HEV mode” is selected, for example, when the required driving force is high or when the battery SOC is insufficient.
  • the “WSC mode” is a mode in which the second clutch CL2 is brought into the slip engagement state, and the torque capacity is controlled so that the clutch transmission torque passing through the second clutch CL2 becomes the required driving torque determined according to the driver's operation or the like. It is.
  • the drive wheel speed is lower than the engine speed, such as when the vehicle is stopped in the “HEV mode” with the first clutch CL1 engaged and in the acceleration start range, and the difference between the two It is selected in the region where the rotation needs to be absorbed by the slip of the second clutch CL2.
  • the control system of the FR hybrid vehicle includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, a first clutch hydraulic unit 6, and an AT controller. 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10.
  • the controllers 1, 2, 5, 7, and 9 and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other.
  • the engine controller 1 inputs the engine speed information from the engine speed sensor 12, the target engine torque command from the integrated controller 10, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator or the like of the engine Eng.
  • the motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor / generator MG, a target MG torque command and a target MG rotational speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of the motor / generator MG is output to the inverter 3. The motor controller 2 monitors the battery SOC representing the charge capacity of the battery 4 and supplies the battery SOC information to the integrated controller 10 via the CAN communication line 11.
  • the first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, a target CL1 torque command from the integrated controller 10, and other necessary information. . Then, a command for controlling engagement and release of the first clutch CL1 is output to the first clutch hydraulic unit 6 in the hydraulic control valve unit CVU.
  • the AT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, an inhibitor switch 18 and the like. When traveling with the D range selected, the optimum shift speed is searched based on the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map shown in FIG.
  • the control command to obtain is output to the hydraulic control valve unit CVU.
  • a target CL2 torque command is input from the integrated controller 10
  • a command for controlling slip engagement of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the hydraulic control valve unit CVU. Perform clutch control.
  • the brake controller 9 inputs a wheel speed sensor 19 for detecting each wheel speed of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. And, for example, at the time of brake depression, if the regenerative braking force is insufficient with respect to the required braking force required from the brake stroke BS, the shortage is compensated with mechanical braking force (hydraulic braking force or motor braking force) Regenerative cooperative brake control is performed.
  • the integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency.
  • the motor rotation number sensor 21 for detecting the motor rotation number Nm and other sensors and switches 22 Necessary information and information via the CAN communication line 11 are input.
  • the target engine torque command to the engine controller 1, the target MG torque command and the target MG speed command to the motor controller 2, the target CL1 torque command to the first clutch controller 5, the target CL2 torque command to the AT controller 7, and the brake controller 9 Regenerative cooperative control command is output.
  • the integrated controller 10 searches for the optimum driving mode according to the position where the driving point determined by the accelerator opening APO and the vehicle speed VSP exists on the EV-HEV selection map shown in FIG. 3, and the searched driving mode is set as the target driving. It has a mode selection part which selects as a mode.
  • This EV-HEV selection map includes EV to HEV switching line that switches from "EV mode” to "HEV mode”, HEV to EV switching line that switches from "HEV mode” to "EV mode”, and "WSC mode” WSC ⁇ HEV switching line to switch from "HEV mode” is set.
  • the HEV ⁇ EV switching line and EV ⁇ HEV switching line are set with hysteresis.
  • the WSC ⁇ HEV switching line is set along the first set vehicle speed VSP1 at which the engine Eng maintains the idling speed when the automatic transmission AT is in the first speed.
  • VSP1 vehicle speed
  • the “HEV mode” is forcibly set as the target travel mode.
  • FIG. 4 shows an example of an automatic transmission AT mounted on an FR hybrid vehicle to which the control device of the first embodiment is applied.
  • FIG. 5 shows the engagement state of each friction engagement element for each gear position in the automatic transmission AT mounted in the FR hybrid vehicle to which the control device of the first embodiment is applied.
  • the configuration of the automatic transmission AT will be described with reference to FIGS. 4 and 5.
  • the automatic transmission AT is a stepped automatic transmission with 7 forward speeds and 1 reverse speed, and driving force from at least one of the engine Eng and the motor / generator MG is input from a transmission input shaft Input.
  • the rotation speed is changed by one planetary gear and the seven frictional engagement elements, and is output from the transmission output shaft Output.
  • the transmission gear mechanism of the automatic transmission AT includes a first planetary gear set GS1 and a first planetary gear set GS1 and a second planetary gear G2 on the shaft from the transmission input shaft Input side to the transmission output shaft Output side.
  • a second planetary gear set GS2 with three planetary gears G3 and a fourth planetary gear G4 is arranged.
  • a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1, a second brake B2, a third brake B3, and a fourth brake B4 are arranged as friction engagement elements.
  • a first one-way clutch F1 and a second one-way clutch F2 are arranged.
  • the first planetary gear G1 includes a first sun gear S1, a first ring gear R1, a first pinion P1, and a first carrier PC1.
  • the second planetary gear G2 includes a second sun gear S2, a second ring gear R2, a second pinion P2, and a second carrier PC2.
  • the third planetary gear G3 includes a third sun gear S3, a third ring gear R3, a third pinion P3, and a third carrier PC3.
  • the fourth planetary gear G4 includes a fourth sun gear S4, a fourth ring gear R4, a fourth pinion P4, and a fourth carrier PC4. That is, each of the first planetary gear G1 to the fourth planetary gear G4 is a single pinion type planetary gear.
  • the transmission input shaft Input is connected to the second ring gear R2, and receives rotational driving force from at least one of the engine Eng and the motor generator MG.
  • the transmission output shaft Output is coupled to the third carrier PC3 and transmits the output rotational driving force to the driving wheels (left and right rear wheels RL, RR) via a final gear or the like.
  • the first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by a first connecting member M1.
  • the third ring gear R3 and the fourth carrier PC4 are integrally connected by the second connecting member M2.
  • the first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.
  • ⁇ indicates that the friction engagement element is hydraulically engaged in the drive state
  • ( ⁇ ) indicates that the friction engagement element is hydraulically engaged in the coast state (one-way clutch operation in the drive state).
  • No mark indicates that the frictional engagement element is in a released state.
  • one of the friction engagement elements that has been engaged is released, and one of the friction engagement elements that has been released is engaged.
  • the first brake B1 (engaged with the first one-way clutch F1), the first clutch C1, and the third clutch C3 are engaged.
  • the control process of FIG. 6 is repeatedly executed every predetermined control activation time.
  • step S1 the range position signal from the inhibitor switch 18 is switched from the N range signal to the D range signal to determine whether or not an ND selection operation has been performed. If YES (when ND select operation), go to step S3, NO (when N range is selected) In this case, the process proceeds to step S2.
  • step S2 following the determination that the N range is selected in step S1, motor speed control is performed with the target idle speed (variable speed) as the target speed, and the process proceeds to the end.
  • the target idle speed is set to a high idle speed higher than the normal idle speed when the engine cooling water temperature is in a very low temperature range.
  • the setting is made to gradually decrease from the high idle rotation speed to the normal idle rotation speed, and when the engine cooling water temperature exceeds a predetermined temperature, the normal idle rotation speed is maintained. It is set.
  • step S3 following the determination in step S1 that the ND selection operation is being performed, the target rotation speed (variable rotation speed) in the motor rotation speed control when the N range is selected is determined as the ND selection operation time point.
  • the transmission input rotational speed fixed rotational speed
  • step S4 input rotational speed maintenance control means
  • step S4 following the change of the target rotational speed in the motor rotational speed control in step S3, the timer during ND selection indicating the elapsed time from the ND selection operation time is counted up, and the process proceeds to step S5.
  • step S5 following the ND selection timer count-up in step S4, an input rotational speed change amount which is a rotational speed reduction amount from the transmission input rotational speed at the time of ND selection operation is performed. Proceed to S6.
  • step S6 following the input rotation speed variation calculation processing in step S5, whether or not the ND selection timer has reached the backlash determination calculation prohibition time, that is, tightening control of the second brake B2 as a friction engagement element. It is determined whether a predetermined time has elapsed from the start until it can be determined that the rotational fluctuation of the drive source due to a disturbance factor other than the start of engagement of the second brake B2 has converged. If YES (time during ND selection ⁇ backlash determination calculation prohibition time), the process proceeds to step S7. If NO (time during ND selection ⁇ backlash determination calculation prohibition time), the process returns to step S4.
  • the backlash determination calculation prohibition time is calculated by calculating the input rotation speed change rate (step S7) and the motor torque change amount (step S8) used for the backlash determination. May be large, and is set to a time when there is a risk of erroneous determination of backlash determination.
  • step S7 following the determination in step S6 that the timer during ND selection ⁇ the backlash determination calculation prohibition time, the calculation process of the input speed change rate that is the speed change rate of the transmission input shaft Input is performed. Proceed to step S8.
  • the input rotational speed change rate can be obtained by performing time differentiation calculation processing on the input rotational speed.
  • step S8 following the input rotation speed change rate calculation process in step S7, the motor torque change amount, which is the load change amount of the motor / generator MG that changes in accordance with the motor rotation speed control for maintaining the transmission input rotation speed. Arithmetic processing is performed, and the process proceeds to step S9.
  • the motor torque change amount is stored while updating the minimum value of the motor torque from the time of starting the fastening start determination instead of from the time of the ND selection operation. Then, the difference is obtained by subtracting the stored motor torque minimum value STMG_MIN from the motor torque (for example, motor current value) acquired this time.
  • step S9 following the motor torque change calculation process in step S8, it is determined whether or not the ND selection timer has reached the minimum piston stroke control time. If YES (ND selection timer ⁇ piston stroke control minimum time), the process proceeds to step S10. If NO (ND selection timer ⁇ piston stroke control minimum time), the process returns to step S4.
  • the minimum piston stroke control time is obtained by experiment to determine the time from the start of the piston stroke control to the end of the piston stroke control by varying the transmission input rotation speed condition, the oil temperature condition, etc. Set the minimum time to reach the end of piston stroke control in the shortest time.
  • the setting concept of this timer (minimum time for piston stroke control) is set to the time between (1) and (2) below. (1) Sufficient time for the input rotation speed to converge to the target rotation speed (rotation speed at the time of selection) by the control that keeps the input rotation speed after selection constant (adapted by experiment). (2) The shortest time that the clutch starts to be engaged by piston stroke control.
  • step S10 following the determination in step S9 that the ND selection timer ⁇ piston stroke control minimum time, the absolute value of the latest input rotational speed change rate calculated in step S7 is the input rotational speed change rate threshold value. It is determined whether or not the absolute value is greater than or equal to. If YES (
  • the absolute value of the input rotation speed change rate threshold value is a state in which it can be determined that the engine Eng rotational fluctuation is small when it can be determined that the engine Eng rotational fluctuation is large (for example, the high idle rotational speed during cold operation). It is set to a value larger than that at the time of (for example, normal idling speed after warm-up).
  • the absolute value of the input rotation speed change rate threshold value is given as a value that gradually increases to the negative side as the input rotation speed to the automatic transmission AT increases.
  • step S11 following the determination that
  • the motor torque change amount threshold value is in a state where it can be determined that the rotational fluctuation of the engine Eng is large (for example, the motor rotational speed control state that maintains the high idle rotational speed during cold operation), the rotational fluctuation of the engine Eng is small.
  • the motor torque change threshold value is given as a constant value until the input rotation speed to the automatic transmission AT is up to the set rotation speed Nin1, and when the input rotation speed exceeds the set rotation speed Nin1,
  • the motor torque change amount threshold value is given as a value that gradually increases as becomes higher.
  • step S12 following the determination that motor torque change amount ⁇ motor torque change threshold value in step S11, the absolute value of the latest input rotational speed change value calculated in step S5 is the input rotational speed change threshold value. It is determined whether or not the absolute value is greater than or equal to. If YES (
  • step S13 following the determination that
  • in step S12, the input rotation speed to the automatic transmission AT ( from the motor rotation speed sensor 21). It is determined whether or not the absolute value of the motor rotational speed Nm) is equal to or greater than the absolute value of the input rotational speed threshold. If YES (
  • step S14 following the determination of
  • the maximum piston stroke control time is obtained by experiment to determine the time from the start of the piston stroke control to the end of the piston stroke control by varying the transmission input rotation speed condition, the oil temperature condition, etc. Set the maximum time to reach the end of piston stroke control in the longest time.
  • step S15 following the determination that the engagement start determination condition is satisfied in any of steps S10 to S14 as the engagement start determination steps, the engagement start determination flag is output, and the process proceeds to the end.
  • the engine Eng and the left and right rear wheels RL, RR are controlled while performing the engagement capacity control to obtain the transmission torque corresponding to the required drive torque.
  • WSC mode control by slip engagement that absorbs differential rotation is started.
  • the effects of the hybrid vehicle control device of the first embodiment are “the reason why it is necessary to accurately determine the start of fastening”, “the fastening start determining action during the N ⁇ D selection operation”, “the input rotation speed change rate threshold value and the motor”
  • the torque change amount threshold setting operation ”and the“ WSC mode control operation based on the engagement start determination when the idling engine speed decreases ” will be described separately.
  • WSC mode control since the required drive torque is zero while the vehicle is stopped due to brake ON, control is performed so that the torque transmitted by the second brake B2 is very small.
  • the hydraulic pressure must be controlled to a hydraulic pressure that is higher than the hydraulic pressure that can maintain the stroke completion state of the piston to be controlled and lower than the hydraulic pressure that does not significantly reduce the durability of the second brake B2. That is, it is necessary to stand by at a hydraulic pressure lower than the hydraulic pressure for determining completion of the piston stroke.
  • the WSC mode control is started if it is erroneously determined that the engagement has started even though the engagement has not started.
  • the hydraulic pressure is higher than the specified oil pressure for determining the completion of the piston stroke when the WSC mode control is started. For this reason, even if the hydraulic pressure is lowered and waited after starting the WSC mode control, the standby hydraulic pressure to the second brake B2 remains the hydraulic pressure having a torque capacity. Therefore, for example, if the time from the N ⁇ D select operation to the start becomes longer, friction heat is generated by continuing the sliding engagement state while pressing the plate of the second brake B2, and the durability reliability of the second brake B2 It will damage the sex.
  • step S2 motor rotation speed control is performed with the target idle rotation speed (variable rotation speed) of the engine Eng as the target rotation speed.
  • the target idle speed is higher than the normal idle speed in order to promote warm-up of the engine Eng. Set to high idle speed.
  • step S3 the target rotation speed in the motor rotation speed control when the N range is selected.
  • Variable rotational speed is switched to the transmission input rotational speed (fixed rotational speed) at the time of the ND selection operation, and then motor rotational speed control is performed to maintain the constant input rotational speed as the target rotational speed.
  • step S4 the process proceeds from step S4 to step S5 to step S6, and in step S6, it is determined whether or not ND selection timer ⁇ rattling determination calculation prohibition time. While it is determined that the timer during ND selection ⁇ the backlash determination calculation prohibition time, the flow of going from step S4 to step S5 to step S6 is repeated. That is, in step S4, a timer during ND selection indicating the elapsed time from the ND selection operation time is counted up, and in step S5, the amount of decrease in the rotation speed from the transmission input rotation speed at the ND selection operation time point. An input rotational speed change amount calculation process is performed.
  • step S6 If the elapsed time from the ND selection operation time is equal to or longer than the backlash determination calculation prohibition time, the process proceeds from step S6 to step S7 ⁇ step S8 ⁇ step S9, and in step S9, the timer during ND selection ⁇ piston stroke It is determined whether it is the minimum control time. While it is determined that the timer during ND selection ⁇ the minimum piston stroke control time, the flow of step S4 ⁇ step S5 ⁇ step S6 ⁇ step S7 ⁇ step S8 ⁇ step S9 is repeated.
  • step S7 calculation processing of the input rotation speed change rate that is the rotation speed change rate of the transmission input shaft Input is performed, and in step S8, calculation of the motor torque change amount that is the load change amount of the motor / generator MG. Processing is performed.
  • step S10 When the elapsed time from the ND selection operation time is equal to or longer than the backlash determination calculation prohibition time and further exceeds the minimum piston stroke control time, the determination processing divided into the following five steps is performed in step S10 and subsequent steps. Be started.
  • the first fastening start determination condition is that the absolute value of the input rotational speed change rate is equal to or greater than the absolute value of the input rotational speed change rate threshold. If it is determined in step S10 that
  • Step S11 The second fastening start determination condition is that the motor torque change amount is equal to or greater than the motor torque change threshold value. If it is determined in step S11 that the motor torque change amount ⁇ the motor torque change threshold value, the process proceeds to the next step S12. If it is determined that the motor torque change amount ⁇ the motor torque change threshold value, the process advances to step S15. The fastening start determination flag is output.
  • Step S12 The absolute value of the input rotation speed change amount is equal to or larger than the absolute value of the input rotation speed change threshold value as a third fastening start determination condition. If it is determined in step S12 that
  • Step S13 The absolute value of the input rotational speed is equal to or smaller than the absolute value of the input rotational speed threshold, in other words, the decrease of the input rotational speed with respect to the target rotational speed as “a parameter that changes as the drive source changes in rotation”. That the amount is equal to or greater than the threshold is the fourth fastening start determination condition. If it is determined in step S13 that
  • Step S14 The fact that the timer during ND selection has reached the maximum piston stroke control time is set as a fifth engagement start determination condition. If it is determined in step S14 that the timer during ND selection ⁇ the maximum piston stroke control time, the process returns to step S4. If the timer during ND selection ⁇ the piston stroke control maximum time is determined, the process proceeds to step S15. A fastening start determination flag is output.
  • the determination start action at the time of the N ⁇ D selection operation in the first embodiment employs a determination logic having the following characteristic points (1) and (2).
  • (1) As a measure for preventing erroneous determination when the selection operation to the D range is performed while the target idle speed in the N range is gradually decreasing from the high idle speed to the normal idle speed, ⁇ Start of determination is prohibited until a predetermined time has elapsed since the D-select operation. That is, the determination start timing that was in the N ⁇ D selection operation is delayed from the N ⁇ D selection operation.
  • step S10 of FIG. 6 the input rotation speed change threshold value gradually increases toward the negative side as the input rotation speed to the automatic transmission AT increases. Was given (FIG. 7).
  • the higher the input rotation speed the smaller the input rotation speed change rate (negative value) at which the friction engagement element starts to be engaged (the absolute value becomes larger).
  • the absolute value of the input rotational speed change rate threshold is the high idle rotational speed during cold operation, Is set to a larger value than when the eyefra is small. Accordingly, it is possible to prevent erroneous determination of engagement start during high idle when the input rotation speed is high, and to accurately determine engagement start of the second brake B2 using the input rotation speed change rate as a parameter.
  • the motor torque change amount threshold value is given as a constant value until the input rotation speed to the automatic transmission AT is the set rotation speed Nin1, and the set rotation speed is set.
  • the motor torque change amount threshold value is given at a value that gradually increases as the input rotational speed increases (FIG. 8).
  • the motor torque change amount threshold is set to the high idle speed at the time of cool-down and when the eyefra is large, the normal idle speed after the warm-up And set to a larger value than when the eyefra is small.
  • the engagement of the second brake B2 starts when the N ⁇ D select operation is performed.
  • the comparison start example is the determination start timing of determination.
  • the target idle speed starts to decrease at time t0 in FIG.
  • the load of the motor / generator MG that performs the motor rotation speed control decreases along the decrease in the engine rotation speed in order to promote the decrease in the engine rotation speed.
  • the motor rotation speed control is switched to control that maintains a constant target rotation speed in accordance with the N ⁇ D selection operation at time t1 in such a state, the reduced load of the motor / generator MG becomes the engine rotation speed. It increases at a stretch to suppress the decline. For this reason, at time t2 immediately after the N ⁇ D selection operation, the motor torque change amount becomes equal to or greater than the threshold value, and it is erroneously determined that it is due to the start of engagement of the second brake B2.
  • WSC mode control is started by slip engagement that absorbs differential rotation between the engine Eng and the left and right rear wheels RL and RR while performing engagement displacement control that obtains transmission torque according to the required drive torque. That is, from time t2, while the vehicle is stopped due to brake ON, the required drive torque is zero, so control is performed to reduce the command value so that the torque transmitted by the second brake B2 becomes minute. At this time, since the second brake B2 is not actually started to be engaged, it is erroneously determined that the engagement is started, so that a time lag or shock that makes the driver feel uncomfortable occurs.
  • the tightening torque capacity of the second brake B2 will not increase even if the hydraulic pressure is increased, and there will be a time lag until torque generation or a shock due to sudden engagement. Will occur.
  • the operation of the first embodiment when the select operation is performed from the N range to the D range (or R range) in the middle of the decrease from the high idle speed to the normal idle speed will be described.
  • the N ⁇ D selection operation is performed at time t1
  • the maximum command pressure is applied by kick charge from time t1 to time t2, as shown in the command pressure characteristics of FIG.
  • the command pressure is reduced at time t3, and the command pressure is gradually increased from the reduced command pressure.
  • the engagement start determination prohibition period is defined as the engagement start determination prohibition period until time t4 at which it can be determined that the rotation fluctuations of the engine Eng and the motor / generator MG have converged due to disturbance factors other than the start of engagement of the second brake B2.
  • the determination of the start of engagement of the second brake B2 is started after waiting for the start determination prohibition period. For this reason, unlike the comparative example, even if the amount of change in motor torque increases from time t1 to time t4, the start of engagement of the second brake B2 is not erroneously determined.
  • the engagement start determination as described above, from time t1 to time t4 is set as the engagement start determination prohibition period, and after the engagement start determination prohibition period is waited, the determination of the start of engagement of the second brake B2 is started. The start of engagement of the second brake B2 is determined with high accuracy.
  • WSC mode control is started by slip engagement that absorbs differential rotation between the engine Eng and the left and right rear wheels RL, RR while performing engagement capacity control to obtain transmission torque according to the required drive torque. That is, since the required drive torque is zero from time t5 when the brake is stopped, the command value is gradually decreased until time t6 so that the torque transmitted by the second brake B2 becomes minute. Is called.
  • the second brake B2 is more than the hydraulic pressure that can maintain the stroke completion state of the piston of the second brake B2 to be controlled, and the durability of the second brake B2 is caused by the slip. The standby hydraulic pressure below the hydraulic pressure that does not significantly decrease is controlled.
  • a time lag or shock that makes the driver feel uncomfortable is prevented as in the case where the second brake B2 has not started to be engaged but erroneously determined to be engaged. That is, after the time t6, for example, when the driver performs an accelerator ON operation following a brake OFF operation and requests a start, if the command pressure is increased according to an increase in the required drive torque, the engagement torque of the second brake B2 is responsive. The capacity is increased, and the time lag until the torque is generated and the occurrence of shocks due to sudden fastening are prevented.
  • the controllability in WSC mode control is improved.
  • a drive source including at least an engine Eng and a motor (motor / generator MG);
  • a frictional engagement element (first engagement) provided in a driving force transmission path from the drive source (engine Eng) to the drive wheels (left and right rear wheels RL, RR) and fastened when a travel range (D range, etc.) is selected.
  • 2 brakes B2) By controlling the rotational speed of the motor (motor / generator MG), the input rotational speed is controlled to maintain the input rotational speed with the input rotational speed of the friction engagement element (second brake B2) at the start of engagement control as the target rotational speed.
  • Maintenance control means step S3 in FIG.
  • Engagement start determination means for determining that the friction engagement element (second brake B2) has started engagement when the amount is equal to or greater than a predetermined threshold;
  • the engagement start determination means is configured to detect the drive source (the drive source (second brake B2) due to a disturbance factor other than the engagement start of the friction engagement element (second brake B2) from the start of the engagement control of the friction engagement element (second brake B2).
  • the determination is started after it is determined that the rotational fluctuations of the engine Eng and the motor / generator MG have converged (YES in step S9). Therefore, when the drive source (engine Eng, motor / generator MG) fluctuates due to a disturbance factor other than the start of engagement of the friction engagement element (second brake B2), the engagement start of the friction engagement element (second brake B2) is started. An erroneous determination can be prevented.
  • the engagement start determination means uses, as a parameter, a motor torque change amount that is a load change amount of the motor (motor / generator MG) that changes in accordance with the input rotation speed maintenance control (step S11). ). For this reason, in addition to the effect of (1), the erroneous determination of the start of fastening is prevented during the N ⁇ D selection operation while the idling engine speed is decreasing from the high idling engine speed, and the motor torque change amount is used as a parameter for accuracy.
  • the start of engagement of the friction engagement element (second brake B2) can be determined well.
  • the engagement start determining means (FIG. 6) is provided for the input shaft of the friction engagement element (second brake B2) that changes as the drive source (engine Eng, motor / generator MG) fluctuates.
  • the input rotation speed change rate which is the rotation speed change rate, is used as a parameter (step S10). For this reason, in addition to the effect of (1), it prevents misjudgment of fastening start at the time of N ⁇ D selection operation while the idling engine speed is decreasing from the high idling engine speed, and uses the input engine speed change rate as a parameter.
  • the engagement start of the frictional engagement element (second brake B2) can be determined with high accuracy.
  • the engagement start determining means includes a motor torque change amount that is a load change amount of the motor (motor / generator MG) that changes with the input rotation speed maintenance control, and the drive source (engine Eng, the motor / generator MG) is a parameter that includes both the input rotational speed change rate, which is the rotational speed change rate of the input shaft of the friction engagement element (second brake B2), which changes as the rotational fluctuation of the motor / generator MG).
  • Step S10, Step S11 Therefore, in addition to the effect of (1), both the motor torque change amount and the input rotation rate change rate are used as parameters when the N ⁇ D selection operation is performed while the idle rotation rate is decreasing from the high idle rotation rate.
  • the engagement start determination accuracy of the friction engagement element (second brake B2) can be further improved.
  • the engagement start determining means (FIG. 6) is configured to determine that the absolute value of the predetermined threshold is in a state where it can be determined that the rotational fluctuation of the drive source (engine Eng, motor / generator MG) is large. It is set to a larger value than when it can be determined that the rotational fluctuation of the engine (Eng, motor / generator MG) is small (step S10, step SS11). For this reason, in addition to the effects (1) to (4), erroneous determination of the start of engagement during N ⁇ D selection operation at high idle speed is prevented, and engagement of the friction engagement element (second brake B2) is started accurately. Can be determined.
  • the friction engagement element (second brake B2) is a starting element that starts engagement control when the automatic transmission AT is selected from the non-traveling range (N range) to the traveling range (D range).
  • the engagement start determining means (FIG. 6) determines the engagement start of the friction engagement element (second brake B2)
  • the drive source (engine) is controlled while performing the engagement capacity control to obtain the transmission torque corresponding to the required drive torque.
  • Example 1 As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.
  • the control is applied regardless of whether or not the idling speed is changing.
  • the timing for determining the backlash may be delayed only during the select operation in which the idle rotation speed is changing.
  • the determination that “the rotational fluctuation of the driving source has converged” is made when the deviation between the target rotational speed of the input shaft and the actual rotational speed has converged within a predetermined range. Or when the motor torque change rate changes from positive to negative.
  • an example in which “when the rotational speed of the transmission input shaft is high” corresponds as “a state in which it is possible to determine that the rotational fluctuation of the driving source is large”.
  • the “state where it can be determined that the rotational fluctuation of the driving source is large” corresponds to “when the engine coolant temperature is low”, and the absolute value of the threshold value may be set to a larger value as the engine coolant temperature is lower.
  • the control example at the time of the N ⁇ D selection operation is shown.
  • the control can be applied even when the D ⁇ R select operation or the R ⁇ D select operation is quickly selected.
  • the present invention is not limited to the select operation, and can be applied to a device that performs backlash determination of a friction engagement element that is engaged by a shift or the like.
  • the input rotation change rate and the motor torque change amount are set so that the absolute value of the input rotation change rate threshold value and the absolute value of the motor torque change threshold value become larger as the input rotation number is larger.
  • the threshold value may be set so that the absolute value of the threshold value increases as the input rotation speed increases for only one of them.
  • the input rotational speed change amount and the threshold value of the input rotational speed may be set such that the absolute value of the threshold value becomes larger as the input rotational speed is larger.
  • Embodiment 1 shows an example in which the hybrid vehicle control device of the present invention is applied to an FR hybrid vehicle.
  • the hybrid vehicle control device of the present invention can also be applied to FF hybrid vehicles and 4WD hybrid vehicles.
  • the present invention can be applied to any vehicle that includes an engine and a motor as a drive source and includes a friction fastening element in a drive force transmission path.
  • Example 1 a second embodiment of the present invention
  • the description which overlaps with Example 1 mentioned above is abbreviate
  • FIG. In the hybrid vehicle of the second embodiment, the sub oil pump SO / P is omitted in order to simplify the configuration by reducing the number of parts compared to the configuration of the first embodiment shown in FIG. Since the sub-oil pump S-O / P is not provided as described above, the first clutch CL1 (second friction engagement element) interposed in the power transmission path between the engine Eng and the motor / generator MG.
  • the sub oil pump SO / P is omitted in order to simplify the configuration by reducing the number of parts compared to the configuration of the first embodiment shown in FIG. Since the sub-oil pump S-O / P is not provided as described above, the first clutch CL1 (second friction engagement element) interposed in the power transmission path between the engine Eng and the motor / generator MG.
  • CL1 second friction engagement element
  • the main oil pump MO / P is controlled by controlling the rotational speed of the motor / generator MG in order to ensure the hydraulic pressure supplied to the automatic transmission AT. Driven by rotation.
  • the sub-oil pump S / O / P is not provided, if the SOC of the battery 4 is lowered when the vehicle is stopped, the first clutch CL1 is engaged and power is generated using the driving force of the engine Eng.
  • the power generation mode is set to
  • the drive source due to disturbance factors other than the engagement start of the second brake B2 A predetermined time is set until it can be determined that the rotational fluctuation has converged.
  • This predetermined time corresponds to the minimum end time of backlash filling in FIG. 13, that is, the longer time of the backlash determination calculation prohibition time in step S6 and the minimum piston stroke control time in step S9.
  • the rotational fluctuation is smaller than when the motor is idling, that is, when the first clutch CL1 is disengaged. Since it is determined to be large, the backlash determination calculation prohibition time in step S6 (or the minimum piston stroke control time in step S9), and hence the minimum backlash completion time in FIG.
  • FIG. 14 is a flowchart showing the flow of processing for setting the backlash determination calculation time (minimum end time for backlash filling in FIG. 13) according to the second embodiment.
  • step S21 it is determined whether the first clutch CL1 is engaged.
  • the process proceeds to step S22, and the backlash determination calculation prohibition time is relatively set as compared with the case where the first clutch CL1 is in the released state. Set longer.
  • the backlash determination calculation prohibition time (the backlash completion minimum time) is set to a value obtained from the table in the engaged state of the first clutch CL1 indicated by the solid line in FIG.
  • step S23 the backlash determination calculation prohibition time (the backlash completion minimum time) is set to a value obtained from the table in the disengaged state of the first clutch CL1 indicated by the dotted line in FIG.
  • the minimum back end time is set according to the water temperature or oil temperature of the engine. Specifically, in the engaged state of the first clutch CL1 shown in FIG. 15B, when the engine water temperature or oil temperature is low, the backlash determination calculation prohibition time is shorter than when the engine water temperature or oil temperature is low. It is set to be longer, that is, as the engine water temperature or oil temperature is lower, the minimum end time of backlashing is longer.
  • the engine friction and torque variations increase and the rotation controllability by the motor / generator MG deteriorates.
  • the second embodiment when the engine water temperature or oil temperature decreases, there is a backlash. Since the minimum filling end time is set to be long, it is possible to suppress and prevent erroneous determination of fastening start due to deterioration of rotation controllability.
  • the minimum back end time is set according to the temperature of the hydraulic fluid for controlling the automatic transmission AT. Specifically, when the temperature of the hydraulic fluid for control of the automatic transmission AT is low, the minimum filling end time is longer than when the temperature of the hydraulic oil is high. The time is set to be long. When the temperature of the hydraulic fluid for controlling the automatic transmission AT decreases, the friction of the automatic transmission AT increases and the rotational controllability by the motor / generator MG deteriorates. When the temperature is low, the minimum backlash completion minimum time is set, so that it is possible to suppress and prevent erroneous determination of fastening start due to deterioration of rotation controllability.
  • the minimum time for finishing the backlash is set according to the change rate of the target motor rotation speed immediately before selecting the travel range. Specifically, when the change rate of the target motor rotation speed is large, the minimum time for finishing the backlashing is set longer than when the change rate of the target motor rotation speed is small.
  • the automatic transmission is not limited to the stepped transmission as in the first and second embodiments, but may be a continuously variable transmission (CVT).
  • CVT continuously variable transmission

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  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne la commande des véhicules hybrides. Le but de la présente invention consiste à éviter une erreur de jugement du démarrage du serrage d'un élément de serrage à friction lorsqu'une source d'entraînement subit une fluctuation de rotation due à un facteur perturbateur autre que le démarrage du serrage de l'élément de serrage à friction. Un dispositif pour commander un véhicule hybride comporte : une source d'entraînement qui comprend au moins un moteur thermique (Eng) et un moteur générateur (MG) ; un second frein (B2) qui est serré lorsqu'une gamme D est sélectionnée ; un moyen de commande (étape S3 sur la fig. 6) qui, en commandant la fréquence de rotation du moteur générateur (MG) maintient la fréquence de rotation d'entrée du second frein (B2) au début de la commande de serrage ; et un moyen de jugement du démarrage du serrage qui juge que le second frein (B2) a commencé à serrer lorsque, dans la gamme pour le démarrage de la commande du serrage du second frein (B2), un paramètre qui varie avec la fluctuation de rotation que subit le moteur (Eng) atteint au moins un seuil prédéterminé. Le jugement est démarré (étapes S6, S9) après avoir attendu à partir du démarrage de la commande de serrage du second frein (B2) jusqu'à un temps prédéterminé auquel il peut être constaté que les fluctuations de la rotation du moteur/générateur (MB) et du moteur thermique (Eng) dues à un facteur perturbateur autre que le démarrage de la fixation du second frein (B2) ont convergé.
PCT/JP2012/066106 2011-07-01 2012-06-25 Dispositif pour commander un véhicule hybride Ceased WO2013005594A1 (fr)

Priority Applications (7)

Application Number Priority Date Filing Date Title
US14/130,161 US8983703B2 (en) 2011-07-01 2012-06-25 Device for controlling hybrid vehicle
CN201280032024.4A CN103648872B (zh) 2011-07-01 2012-06-25 混合动力车辆的控制装置
KR1020147001545A KR101496105B1 (ko) 2011-07-01 2012-06-25 하이브리드 차량의 제어 장치
JP2013522833A JP5698358B2 (ja) 2011-07-01 2012-06-25 ハイブリッド車両の制御装置
MX2013015139A MX2013015139A (es) 2011-07-01 2012-06-25 Dispositivo para controlar vehiculos hibridos.
EP12807277.4A EP2727786B1 (fr) 2011-07-01 2012-06-25 Dispositif pour commander un véhicule hybride
RU2014103435/11A RU2555382C1 (ru) 2011-07-01 2012-06-25 Устройство для управления гибридным транспортным средством

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2011-147036 2011-07-01
JP2011147036 2011-07-01

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EP (1) EP2727786B1 (fr)
JP (1) JP5698358B2 (fr)
KR (1) KR101496105B1 (fr)
CN (1) CN103648872B (fr)
MX (1) MX2013015139A (fr)
RU (1) RU2555382C1 (fr)
WO (1) WO2013005594A1 (fr)

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KR101714307B1 (ko) * 2016-03-15 2017-03-08 현대자동차주식회사 Isg-오토홀드 시스템을 구비한 차량의 재시동 제어방법 및 장치
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RU2555382C1 (ru) 2015-07-10
KR101496105B1 (ko) 2015-02-25
KR20140020363A (ko) 2014-02-18
EP2727786B1 (fr) 2019-05-15
US20140142795A1 (en) 2014-05-22
EP2727786A4 (fr) 2016-02-24
CN103648872B (zh) 2016-03-23
JP5698358B2 (ja) 2015-04-08
US8983703B2 (en) 2015-03-17
EP2727786A1 (fr) 2014-05-07
MX2013015139A (es) 2014-03-31
CN103648872A (zh) 2014-03-19
JPWO2013005594A1 (ja) 2015-02-23

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